Angle-cock.



No. 841,806. PATENTED JAN. 22.1907.- E. MoOORMIGK & H. c. ROGGENKAMP.

ANGLE GOGK. APPLICATION Hum AUG. a, 1906.

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No. 841,806. PATENTED JAN. 22, 1907. E. MQCORMIGK & H. c. ROGGENKAMP.

ANGLE 000K.

APPLICATION FILED AUG. 6, 1906.

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UNITED STATES PATENT OFFICE,

ANGLE-COCK- Specification of Letters Patent.

Patented Jan. 22, 1907.

Application filed August 6. 1906. $eria1 No. 329,376.

To all whom it may concern:

Be it known that we, EDWARD McCon- MICK and HENRY C. ROGGENKAMP, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and'useful Improvements in Angle-Cocks and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention relates to the construction of angle-cocks, such as are applicable to the train brakepipes of railway-cars equipped with automatic air-brakes, and has for its obj ect the production of a simple and efficient angle-cock of such character that the closing thereof when the air-brakes are operatively connected to their source of pressure causes the engineer to be certainly and reliably informed of the condition of his braking control over the train.

As is well known, the closure of one of the angle-cocks of the type now commonly employed in air-brake systems deprives the engineer of the control of the brakes upon all those cars which are thus cut off from the main reservoir upon the locomotive and this without any warning that the brakes upon such cars are not available.

The invention, generally stated, may be said to consist in an angle-cock so constructed that through a system of ports in the valve and valve-bushing the closing thereof permits air from the train-pipe to pass into an exhaust chamber or reservoir, thus causing a moderate reduction of air-pressure in the train-pipe, with the consequent moderate or so-called service application of the brakes.

A further feature of the invention consists in the arrangement of ports by which the exhaust reservoir or chamber is opened to the atmosphere when the angle-cock is open.

There are other features of invention residing in particular combinations and elemental construction, all as will hereinafter more fully appear.

For the purpose of explaining this invention it is unnecessary to describe the mannerin which the reduction of pressure in the train-pipe causes the operation of the piston in the brake-cylinder through the intermediacy of the auxiliary reservoir and the triple valve, since the construction and functions of these several parts of the air-brake system are Well known, and no modifications are necessary therein in order to apply the anglecock of this invention.

In the drawings chosen for the purpose of illustrating our invention, the scope whereof is pointed out in the claims, Figure l is a vertical longitudinal section of an angle-cock embodying our invention, the cock being shown in open position. Fig. 2 is a plan view of the angle-cock shown in Fig. 1. Fig. 3-is an enlarged horizontal section of the conical plug or valve and its bushing, taken in the plane of the line 3 3, Fig. 6, the angle-cock being shown in open position. Fig. 4 is an enlarged horizontal section similar to Fig. 3, but showing the relative positions of the valve and bushing ports when the cock is partially closed. Fig. 5 is a view similar to Figs. 3 and 4, but illustrating the position of the ports when the cock is fully closed. Fig. 6 is an enlarged vertical central section of the conical valve and bushing, taken in the plane of the line 6 6, Fig. 3, the cock being illustrated as fully open. Fig. 7 is a horizontal section of the valve and bushing, taken in the plane of the line 7 7, Fig. 6.

Like symbols refer to like parts wherever they occur.

We will now proceed to describe our invention more fully, so that others skilled in the art to which it appertains may make and use the same.

In the drawings, 1 is the angle-cock casing, which may be of a form such as now in common use.that is to say, a cast-iron casing having a train-pipe conduit 2, provided at opposite ends with threaded portions 3 and 4, by which the train-pipe and air-brake hose, respectively, may be attached, and having also a conical opening or passage extending transversely through the casing and intersecting the train-pipe conduit 2.

Within the transversely-extending conical passage of the casing 1 is a corresponding conical or tapered bushing 5, which ispreferably of brass and which is provided with the usual train-pipe ports 6 and 7, opening into the conduit 2 of the casing. In addition to the usual train-pipe ports the bushing 5 is provided with one ormore, but preferably two, diametrically-disposed auxiliary ports 8, which open into an exhaust-chamber l6,and

which extend upwardly in the interior conical surface of said bushing a sufiicient dis tance to afford free communication with the train-pipe ports of the valve 9 when the latter is in a proper position. These auxiliary ports 8 are of less length than the bushing and are formed in said bushing 5 at points suliiciently distant from the train-pipe ports 6 and 7 to prevent any leakage of air therethrough from the train-pipe when the anglecock is either fully opened or fully closed. At least one of the auxiliary ports 8 extends upwardly a suflicient distance to be uncovered by an auxiliary port 12, which is formed in the conical valve 9 and which opens into the atmosphere, such upwardly extending portionS of the auxiliaryport 8 being preferably somewhat constricted in order to eliminate any possibility of air escaping therethrough except when the angle-cock is entirely open.

Housed within the bushing 5 is the conical valve or taperedplug 9, which is commonly formed of brass and which is provided with the usual train-pipe ports 10 and 11, corresponding, respectively, to the similar ports 6 and 7 of the valve-bushing. Formed in the outer surface of the valve 9 is a small auxiliary groove or port 12, which opens out into the atmosphere and which leads downwardly a sufficient distance such that it overlaps and is in communication with the constricted portion 8 of the auxiliary port 8 of the bushing when the said valve 9 is in a fully-opened position. By this means, as will hereinafter appear, the closed or substantially closed exhaust-chamber 16 is vented to the atmosphere whenever the angle-cock is entirely open.

The upper end of the valve 9 is provided with the usual squared lug or other suitable means for the attachment of an operatinghandle, such as 13, by a rivet or otherwise.

The conical valve may be maintained in proper relation with its bushing and wear of the parts be taken up in any suitable manner; but for this purpose it is preferred to tap the said valve centrally of its base and to thread thereinto a spring-pressed stem or pin 1a, which bears upon the upper end of a spring 15, seated upon the bottom of the ex haust-chamber 16 as shown.

Attached to the angle-cock casing 1, either by being threaded thereon or in any manner suitable to form an airtight or substantially air-tight joint, is the exhaust-chamber 16. This exhaust-chamber, the volume of which is suflicient to cause the desired reduction (say from iive to eight pounds) in the trainpipe pressure whenever the air in the trainpipes is permitted to flow into'it, may be entirely closed, if desired; but in; order to per-- mit the escape of any water of condensation it is preferred to thread into the bottom thereof a plug 17, in which a very small hole is drilled. By this means the exhaust-chamber operates substantially as a closed reservoir during theperiod the air from the trainpipe is being exhausted into said chamber.

In lieu of the drilled plug 17 any drain-cock of well-known construction may be employed to relieve the chamber of water of condensation.

In order to facilitate the application and removal of the exhaust-chamber 16, a hexagonal wrench-seat, such as 18, maybe provided.

The construction of the angle-cock being substantially such as hereinbefore pointed out, its operation will be as follows: When the cock is fully open, as shown in Figs. 1, 2, 3., 6, and 7, it will be observed that the exhaust-chamber 16 is in communication with the atmosphere through that auxiliary port 8 of the bushing which has the constricted extension 8 and thence through the auxiliary port 12 of the valve 9. In this position of the valve the train-pipe conduit 2 is cut off from the exhaust-chamber 16, and consequently from the atmosphere, .by reason of the fact that the solid walls of the conical valve 9 close the auxiliary ports 8 of the bushing 5. As the conical valve 9 is turned from an 0 en to a closed position it will be seen that t irough the train-pipe ports of the valve and bushing and through the auxiliary ports 8 of the latter the train-pipe conduit 2 and attached train-pipe and air brake hose are placed in communication with the exhaust-chamber 16. At this time the auxiliary port 12 of the valve 9 does not overlap the constricted portion 8 of the port 8 in the bushing, so that the air from the train-pipe exhausts into a closed or substantially closed chamber. By this means a limited and moderate reduction of pressure in the trainpipe is accomplished and the exhaust is retarded in character, so that a sudden or emergency application of the brakes does not occur.

While a single auxiliary port 8 may be employed to accomplish the same purposes as aplurality of ports, yet it is preferred to use two ports, such as 8, as by this means the ports may be made of such dimensions and so located that there is no possibility of leakage, while at the same time the combined area of said ports is sufiicient to insure the proper operation of the device when the valve 9 is closed very quickly.

lVhen the valve 9 is turned to a fullyclosed position, as shown in Fig. 5, the trainpipe conduit 2 is entirely out off from the exhaust-chamber 16, since the solid walls of the conical valve 9 close the train-pipe ports 6 and 7 of the bushing. The air withdrawn from the train-pipe is thus trapped in the exhaust-chamber 16 and in the hollow interior of the valve 9.

'VVhen the angle-cock is next fully opened, the auxiliary port 12 of the valve 9 comes into'alinement with the portion 8 of the engine and the angle-cock so closed byisimply 1ncreas1ng-. the pressure in the train-pipes of the forward cars in theusual manner.

- It. will also be noted that augmented and nearly instantaneous or so ;Called emergehcy applicationsof thebrakes do not,1oc

necessary to causethe triple'va our when the angle-cock of this invention is closed, since, as-is'well knowrna sudden or great diminutionofthe train-pi ;e pressure, is l ve to permit such emergency application of the brakes.

-- Wh'enan angle-cock embodying this invention is closed, in addition tocausingthe settmg of the brakes, as heretofore-described,

1 the air" assing through the ports, of the angle-coo causes a plainly audible sound in the engineers brake-valve similar to that heard when the train-line is recharged.

Having thus describedour invention, what we claimfan'd'desire to' secure by Letters Patent, -is.z' 1

1. An angle-cock having a casing provic" ed with a conduit, a valve adapted to close the conduit in said casing, and an exhaust-chamber which is placed in communication with the casing-conduit by an operative movement of said valve.

2. An angle-cock having a casing provided with a conduit, a valve adapted to close the conduit in said casing, and an exhaust-chamber which communicates with the casingconduit when the valve is in an intermediate position but not when the said valve is either fully opened or fully closed.

3. An angle-cock having a casing provided with a conduit, a valve adapted to close the conduit in said casing, means whereby a reduction of fluid-pressure in the casing-conduit is permitted during a closing movement of said valve and a reduction of pressure is prevented after the valve is closed, and means for limiting the reduction of pressure in said conduit.

4. An angle-cock having a casing provided with a conduit, a valve adapted to close the conduit in said casing, and an exhaustchamber which is placed in communication with the casing-conduit during a closing movement of the valve and which is placed in communication with the atmosphere when the valve is opened.

5. An angle-cock having a casing provided with a conduit, an exhaust-chamber adapted to be dissimultaneously placed in communication with the casing-conduit and with the atmosphere, and means for dissimultaneously placing the exhaust-chamber in communication with the, casing-conduit and with the atmosphere. I .6.- An angle-cock having a casing provided with a conduit, a valve adapted to close the conduit in said casing, means whereby a reduction of fluid-pressure in the casing-conduit is permitted during a closin movement of said valve and a reduction 0 ressure is prevented after the valve is c osed, and means'for causing a're'tarded reduction of pressure during the closure of said. valve. 7 Anangle-cock having a casing, a valve, a valve-bushing, and an exhaust-chamber, said. valve and said valve-bushing having train-pipe ports, and said bushing having an auxiliary port which opens into the exhaustc'hamber" andwhichv is adapted to' commum' cate with a train-pipe port'of the valve when the latter is-in an intermediate position but not when said valve is either fully opened or fully. closed.

8. An angle-cock having a casing provided with a conduit, a valve,and a valve-bushing, said 'valve and valve-bushing each having train-pipe ports, and said bushing having an auxiliaryport which communicates with the casing-conduit through a train-pipe port of the valve wlienfthe latter is in an intermediate position but not when said valve is either fully opened or fully closed.

9; An angle-cock having a casing provided with a conduit, a valve, a valve-bushing,and an exhaust-chamber, said valve having trainpipe ports and an auxiliary port which communicates with the atmosphere, and said bushing having train-pipe ports and an auxiliary port which opens into the exhaust- ,chamber and which is adapted to dissimulw taneously communicate with a train-pipe port of the valve and with the auxiliary port thereof.

10. An angle-cock having a casing pro-. vided .with a conduit, a valve, and a valvebushing, said valve and bushing each having train-pipe ports, and said bushing having a plurality of auxiliary ports which communicate with the casing-conduit through the train-pipe ports of the valve when the latter is in an intermediate position but not when said valve is either fully opened or fully closed.

'11. An angle-cock having a casing provided with a conduit, a valve, a valve-bushing, and an exhaust-chamber, said valve having train-pipe ports and an auxiliary port, and said bushing having trainipe ports and a lurality of auxiliary ports w 'ch open into t e exhaust-chamber, one of said auxiliary ports of the bushing being adapted to dissimultaneously communicate with a train-pipe port of the valve and with the auxiliary port thereof.

12. An angle-cock having a casing provided with a conduit, a valve, a valve-bushing, and an exhaust-chamber, said valve and said bushing each having train-pipe orts, and said bushing having a plurality oFaux- I iliary ports which open into the exhaustchamber and which are adapted to communicate with the casing-conduit through the train-pipe ports of the valve when the latter is in an intermediate osition but not when said valve is either 11y opened or fully closed.

13. An angle-cock having a casin provided with a conduit, a valve provide with train-pipe ports and an auxiliary port, a valve-bushing provided with train-pipe ports and an auxiliary port which opens into the exhaust-chamber and has a constricted portion, and an exhaust-chamber, said auxiliary port of the bushing being adapted to communicate with the casing-conduit through a train-pipe port of the valve when the latter is in an intermediate osition but not when said valve is either lly opened or fully closed, and being adapted through its constricted'portion to communicate with the auxiliary port of the valve when the latter is fully opened.

14. An angle-cock having a casing provided with a conduit, a conical valve adaptedto close said conduit, a conical valve-bushing, an exhaust-chamber, and a sprin l housed within the exhaust-chamber and forming a support for the said valve, said conical valve having train-pipe ports and an auxiliary-"port which communicates with the atmosphere, said bushing having-trainipe ports and a plurality of auxiliaryiports which open into the: exhaust-chamber, the said auxiliaryjports of the bushing'being adapted to communicate with the casing-conduit through the train-pipe. ports, of: the valve when the latter is in anintermediateposition but not when said valve is eitherfully opened or fully closed, and, the auxiliary port ofsaid valve beingada ted to communicate with one of the auxi iary ports of/the bushing when the valve is fully opened. J

15. An angle-cock having a :casing'prm vided with a. train. ipe. conduit, .a valve adaptedto closesai I train-pipe conduitof the casing, said valve having train-pipe ports therein, means whereby'air is:per1nitted to escape from the said conduit through the trainapipe ports of said yalveduring' the movement ofsaid valve from open: to closed position but no air ispermitted to escape after saidvalve is closed, and means for retarding the escape vof the air.

i In testimony whereof we afiix ourcsigna+ o tures in presence of two subscribing wit nesses.

EDWARD MoGQRMICK.-T HENRY C. ROGGENKAMP.

Witnesses: t p ,r WADE H, WILLIAMS, JOHN L. PERRY. 

